Driver Aid and Autonomous Tractor-Trailer Parking and Loading Dock Alignment System

ABSTRACT

A system can autonomously or semi-autonomously guide a driver to a dock or parking location. The system can include a sensor or sensors that collect data to create a map of the dock or parking location, a user interface that allows the driver to select a dock or a feature in the map and to determine the final pose of the tractor and trailer, and a planner that creates a kinematically-correct and obstacle-free trajectory from the current location to the dock or parking location. The system can provide user aids, such as a ground guide avatar or avatars, that provide the distance to the dock, speed and turning directions, or other guidance.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application claims priority from U.S. Patent Application No.62/768,473, entitled “Driver Aid and Autonomous Tractor Trailer Parkingand Loading Dock Alignment System,” filed Nov. 16, 2018. The benefitunder 35 U.S.C. § 119(e) of the United States provisional application ishereby claimed, and the aforementioned application is herebyincorporated herein by reference.

TECHNICAL FIELD

The present invention relates in general to autonomous systems, and,more specifically, to a driver aid and autonomous tractor trailerparking and loading dock alignment system.

COPYRIGHT AND TRADEMARK NOTICE

A portion of the disclosure of this patent application may containmaterial that is subject to copyright protection. The owner has noobjection to the facsimile reproduction by anyone of the patent documentor the patent disclosure, as it appears in the Patent and TrademarkOffice patent file or records, but otherwise reserves all copyrightswhatsoever.

Certain marks referenced herein may be common law or registeredtrademarks of third parties affiliated or unaffiliated with theapplicant or the assignee. Use of these marks is by way of example andshould not be construed as descriptive or to limit the scope of thisinvention to material associated only with such marks.

BACKGROUND

Backing up and aligning tractor trailers to a loading dock is one of themost complicated tasks performed by a truck driver. The kinematics ofthe vehicle, restricted visibility, and tight areas make this problemcomplicated, and often prone to accidents. These accidents can harmpedestrians and damage the tractor trailer, or other property. Theburden of the costs of these accidents are shared by shipper andreceiver, in the form of delayed deliveries, costs of insurance,repairs, injuries, and even loss of life.

The great majority of tractor trailers provide two different functions.They are either transporting goods from one warehouse to another(usually with an accessible loading bay/dock), or they are transportinggoods between the warehouse and a customer delivery location. This“final destination” may be a building, or a single bay/dock, which isusually less organized and more unstructured than the warehouse. In bothcases, there could be pedestrians and other obstacles in the way.

The present invention provides aids, and/or autonomy, to the driver inboth conditions: the warehouse, and the less structuredorigin/destination. The invention is designed to aid the driver withfacilities to simplify the parking and loading dock alignment process.

The invention controls the drive-by-wire system in the truck,controlling the steering, gearbox, acceleration, and brake, toautomatically back up the truck into the desired location. This ispossible if the truck is equipped with a drive-by-wire kit.

The invention controls one or more control signals to the drive-by-wiresystem while the driver controls the others. For example, the systemprovides feedback on the desired speed to the driver while automaticallyperforming the steering that aligns the tractor trailer and the bay.

The invention provides feedback to the driver on the maneuver. In thiscase, the driver has control of all the functions of the truck. Theinvention provides guidance to the driver on each of these functions.For example, it can tell the driver a particular wheel position, adesired speed, etc. The invention has different communication mechanismswith the driver:

-   -   It can create a ground guide avatar, displayed in a screen or        visor, that guides the driver using any traditional guiding        signals used in the industry (arrows, palm-out hand signal for        stop, etc.).    -   It can indicate, with a light or sound, the desired position of        the driving wheel at each moment of time, and the desired speed        or DIR gear.

BRIEF SUMMARY

To minimize the limitations in the prior art, and to minimize otherlimitations that will be apparent upon reading and understanding thepresent specification, the present invention describes a driver aid andautonomous tractor trailer parking and loading dock alignment system.

These and other advantages and features of the present invention aredescribed herein with specificity so as to make the present inventionunderstandable to one of ordinary skill in the art, both with respect tohow to practice the present invention and how to make the presentinvention.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1—Images showing that a truck needs to be loaded/unloaded at acertain bay at a warehouse.

FIG. 2—Illustration in which the system provides instructions to thedriver that help the driver position the truck at the correct pose atthe selected bay.

FIG. 3—Images showing the output of a trajectory planner for sixdifferent obstacle sets.

FIG. 4—Illustration of a system designed to autonomously orsemi-autonomously guide a driver to a dock or parking location.

DETAILED DESCRIPTION

The system facilitates the process using a set of steps: The system mapsthe area where the tractor trailer will ultimately park after theoperation is finished, as well as the surroundings. This mapping can beperformed with a LADAR, stereo pair, or other ranging sensors.

The operator selects a bay/loading area from the point cloud (or 3Dmodel). The system can automatically find the center of that bay andfind the perpendicular to that bay.

The system automatically computes a plan to move the tractor and trailerto that position, taking into consideration obstacles/pedestrians, andkinematics of the tractor and trailer.

Depending on if the truck is equipped with a drive-by-wire kit or not:

-   -   If the truck is equipped with drive-by-wire, the system will        automatically perform the maneuver using the driver as a safety        operator.    -   If the truck is not equipped with a drive-by-wire, the system        will ask the operator to move the wheel to the right or left,        providing visual and/or auditory feedback on the desired        curvature. The driver will move the wheel, and press the        accelerator and brake, to control the vehicle, and follow the        system's real-time instructions.

The driver can also choose to control some of the drive-by-wire kit(i.e., accelerator and brake) and let the system control the others.

The system has three distinct phases:

-   -   Map generations. At this point, the map of the site is collected        or obtained from selection of docking pose. At this stage, the        operator selects a desired final pose of the tractor and        trailer.    -   Driving. This is performed autonomously through the        drive-by-wire kit, or as an aid to the driver.    -   Docking. Docking is performed at the end of the maneuver as the        vehicle comes to a stop at a defined distance from the dock.

As mentioned earlier, the map that allows the driver (or warehousemanager) to select the desired bay and/or desired direction, can begenerated using a variety of sensors. With current technology, this mapcan be generated using LADARs, RADAR, stereo cameras, orstructure-from-motion setups. The sensors can be mounted on the truck,covering the maneuver area in the warehouse parking/docking area, or acombination of both. The maps can be generated a priori and stored inthe system (or transmitted by the warehouse to the truck), or they canbe collected in real-time by the sensors. If the system is to be used toavoid moving entities (which is what it is preferred), some level ofreal-time mapping is necessary. These maps are created by thecombination of one or more of the sensors presented above, and alocalization unit (inertial, GPS or anchored beacon) can be used toaccumulate sensor measurements over time, creating maps that extend passthe range and field-of-view of the sensors.

Because tractor trailers must often maneuver in alleys and areas thatare not controlled or instrumented by an organized warehouse, thepreferred configuration of the invention has the sensors mounted on thevehicle, and the maps are generated in real-time. If the warehouse has asufficient number of trucks instrumented with the system, then itbecomes cost effective to instrument some of the map generation sensorsin the warehouse, or to use a combination of truck and warehouse-mountedsensors.

In particular, the maps have a number of important features. Thesefeatures are used by the operator to select the bay/docking area ordirection, and by the autonomous system to find the trajectories thatavoid obstacles and move the trailer to a desired location. In addition,if the maps contain moving entities, the map can label those entities asdynamic obstacles.

Localization is performed with a variety of choices: inertial, GPS/DGPS,localization beacons anchored to the site, visual/LADAR odometry, orwheel odometry. Because the distance is relatively small between whenthe maps are generated and the final resting pose, the localizationproblem is relatively simple, and it can be accomplished with any of (ora combination of) the methods presented above. In particular, becausethe speeds are slow in these events, and the surfaces are not likely tobe very slippery, inertial/wheel odometry provides a simple andinexpensive localization method. Since the final selected by theoperator is sensed by the onboard sensors, the localization errors arecorrected by correlating with the stationary feature.

The operator must tell the system the final resting position of thetractor and trailer (parked position). To be clear, the operator doesnot need to be in the truck for this system, although for mostimplementations this will be the case.

Several choices are provided as part of the interface: If this dockinglocation is a warehouse, a map can be provided by the installation thatshows the location of each bay, and the pose of the vehicles at eachbay. In this case, the interface allows the operator to select a bay.This a priori map of the facility can be provided in advance or can bedownloaded by the truck as it enters the facility. The map contains thelocation of each bay, permanents obstacles (telephone poles), off-limitsareas, directionality of travel, etc.

If the a priori map of the site is not available, the interface allowsthe operator to select different areas in the map by providing atouchscreen or monitor-and-pointer configuration. The operator canchoose to select walls from the map, or other features (lines, fences,etc.), and select a direction that uses that feature. For example, thedriver can select a point perpendicular to a wall at a certain location,or parallel to another feature aligning with the front or the back ofthe tractor trailer.

A facility is provided in the system to automatically find the bays. Thebays look like small or large indentations on the walls of certain size.By filtering the point cloud, the bays can be easily extracted from thepoint cloud and provided to the operator as features against which theycan align.

The operator can choose to align the tractor and trailer (or undercertain circumstances, choose to have them parked) where the trailer andtractor are purposely parked at an offset angle with respect to eachother. The interface allows the operator to make this selection.

At the end of this process, the system has a desired ending pose for thetractor and trailer. Moreover, given the current pose of the tractor andtrailer, the system can compute the pose change to be required by thesystem.

Given the starting pose defined by the current location of the tractorand trailer, and the desired pose provided by the operator using theuser interface and the map (real-time and/or a-priori), a planner isused to create an obstacle free trajectory that takes thetractor-trailer from the current pose to the desired pose. There areseveral algorithms in the literature that can perform this task. Thespace of search is limited to 3-6 degrees of freedom, depending onassumptions about the terrain. Dynamic programming/A* is currently usedon our implementation of the system; however, other algorithms can beused. One such algorithm is the Rapidly exploring Random Tree (RRT)algorithm that has been used in the past for complex kinematic problems,like the one presented here. Also, genetic algorithms can providequasi-optimal results in real-time. There are many path optimizationtrajectory generators that can be used for this application, as thedegrees of freedom are relatively low, and the space of search is short,as the maneuvers are likely to be less than 100 m in length.

The image shows the maneuvers of the tractor-trailer (trajectory) whenencountered with a random obstacle field.

Although planning can be performed once, the invention can be made tore-plan at regular intervals. This is helpful as errors in sensing,path-following, and localization can accumulate, and the original plansmay no longer be valid.

In a more complex yard, where other vehicles in the yard are moving,each vehicle can provide their planned trajectories. The planner for thetractor can use the trajectories in x, y time of other vehicles to blockoff areas that it should not traverse at a particular time. Theseconstraints are easily handled by the above presented planner, if thespace of search includes the time dimension.

Some yards create queues to tractor trailers to prioritize the bays andwait until the bays become available. In this case, the operator iscapable of assigning a sequence of desired poses rather than a singleone.

Once the trajectory has been found, the operator needs to decide how themaneuver is going to be executed. If the truck is equipped with adrive-by-wire kit, the system can execute the path, as created by theplanner, by sending speed and steering commands to the drive-by-wirekit. This is performed by using Pure Pursuit or Vector Pursuitalgorithms on the trajectory. As the system replans, errors in sensinglocalization and moving obstacles are accounted for. The Driver executorverifies that the trajectory is obstacle free and applies the brakesuntil the planner has re-planned a route, or the moving obstacle is nolonger on the way.

If the driver decides not to use the drive-by-wire kit, or the truck isnot equipped with one, he can choose to either partially control thevehicle or fully control the vehicle. For these instances, the inventionprovides instructions on how to perform the maneuver to the operator ona step-by-step basis. In particular, the invention can indicate whatwheel position the driver needs to move the wheel to, at each moment oftime. A second aid provides instructions using a help avatar, which isfamiliar to most drivers. In this case, the avatar displayed on theinterface uses standard hand ground, or other standard directionsignals. There are several standards in different countries for thesehand signals, and the invention can implement different sets dependingon the location or the preference of the driver.

The avatar can also display speed signals, distance signals, anddirection signals showing the driver when to turn, change directions, orstop.

Docking is a special case of the driving state. In this case, if theavatar is being used, the avatar will show the operator the distance tothe dock. This distance is easily measured by the onboard sensors.

If the drive-by-wire system is being used, the system can stop at thedistance measured by the sensor or can slowly back up until the trailertaps the rubber cushions setup at the dock. The operator gets to choosethe details of the docking modality.

While the invention has been described in connection with what ispresently considered to be the most practical and preferred embodiments,it is to be understood that the invention is not to be limited to thedisclosed embodiments, but, on the contrary, is intended to covervarious modifications and equivalent arrangements included within thespirit and scope of the appended claims. Note with respect to thematerials of construction, it is not desired nor intended to therebyunnecessarily limit the present invention by reason of such disclosure.

The present invention involves the development of a system 100 (as shownin FIG. 4) designed to autonomously or semi-autonomously guide a driverto a dock or parking location that comprises a sensor or sensors 102that collect a map of the dock or desired parking area, a user interface104 that allows the operator to select a dock, or a feature in the mapand determine the final pose of the tractor and trailer, a planner 106that creates a kinematically correct and obstacle free trajectory fromthe current location to the desired location and a set of user aids 108,including a ground guide avatar or avatars that provide the distance tothe dock, speed, and turning direction, or other guidance.

Kinematics refer to the branch of mechanics that studies the motion of abody or a system of bodies without consideration given to its mass orthe forces acting on it. As a result, a kinematically correct trajectorywould involve the development of a trajectory that does not consider themass or the forces acting on it.

In this system, the ground guide avatars are enhanced or replaced bywheel position indicators, lights, or auditory feedback. There is also adrive-by-wire system 110 and a vehicle controller 112 that commands thedrive-by-wire steering, gears, brake, and acceleration commands. Adrive-by-system is use of electrical or electro-mechanical systems forperforming vehicle functions traditionally achieved by mechanicallinkages. The map is created by a combination of sensed information andinformation about the site provided in by the yard/externalcommunication or stored on the vehicle.

In this system, the planner replans as the maneuver is being executed toaccount for moving obstacles. The system uses a LADAR, stereo camera,optical flow, RADAR, or other type of ranging sensor to create the map.These sensor(s) are mounted on the tractor, the trailer, the yard, or acombination of these locations. LADAR refers to Light Detection andRanging and is a surveying method that measures distance to a target byilluminating the target with pulsed laser light and measuring thereflected pulses with a sensor. Differences in laser return times andwavelengths can then be used to make digital 3-D representations of thetarget. A stereo camera is a type of camera with two or more lenses witha separate image sensor or film frame for each lens. This allows thecamera to simulate human binocular vision, and therefore gives it theability to capture three-dimensional images, a process known as stereophotography. Optical flow is a pattern of apparent motion of objects,surfaces, and edges in a visual scene caused by the relative motionbetween an observer and a scene. Optical flow can also be defined as thedistribution of apparent velocities of movement of brightness pattern inan image. An optical flow sensor is a vision sensor capable of measuringoptical flow or visual motion and outputting a measurement based onoptical flow. Various configurations of optical flow sensors exist suchas an image sensor chip connected to a processor programmed to run anoptical flow algorithm and a vision chip which is an integrated circuithaving both the image sensor and the processor on the same die, allowingfor a compact implementation. RADAR refers to Radio Detection andRanging and is a detection system that uses radio waves to determine therange, angle, or velocity of objects. It can be used to detect aircraft,ships, spacecraft, guided missiles, motor vehicles, weather formations,and terrain. Ranging sensors are devices that capture thethree-dimensional (3-D) structure of the world from the viewpoint of thesensor, usually measuring the depth to the nearest surfaces. Thesemeasurements could be at a single point, across a scanning plane, or afull image with depth measurements at every point.

In this system, the sensors are mounted on the tractor's rear-viewmirrors and the operator controls the acceleration and brake, and thesystem controls steering. The yard has a set of preferred maneuvers foreach loading dock. Also, the system remembers the maneuver performed bythe operator at a previous time. The system automatically tells theoperator if a moving obstacle is approaching in the proposed trajectory.

One or more vehicles in the yard share their location and futuretrajectories, and these trajectories are used by the planner toeliminate combinations that will collide with other moving vehicles. Theoperator, yard, or warehouse selects the desired bay or parkinglocation. The tractor trailer is guided through a series of poses so asto be able to queue or wait until the bays become free. A specialdocking maneuver is performed by allowing the trailer to slowly movebackwards until the rubber bumpers are hit. The system automaticallydetects the “collision” with the bumper and stops the system.

The present invention describes a system that is designed toautonomously or semi-autonomously guide a driver to a dock or parkinglocation. It comprises a sensor or sensors that collect a map of thedock or desired parking area, a user interface that allows the operatorto select a dock, or a feature in the map and determine the final poseof the tractor and trailer, a planner that creates a cinematicallycorrect and obstacle free trajectory from the current location to thedesired location and a set of user aids including a ground guide avataror avatars that provide the distance to the dock, speed, and turningdirections, or other guidelines.

In this system that has been developed, the avatars are enhanced orreplaced by wheel position indicators, lights, or auditory feedback.

The system that is described is further comprised of a drive-by-wiresystem and a vehicle controller that commands the drive-by-wiresteering, gears, brake, and acceleration commands. The map is created bya combination of sensed information and information about the siteprovided in by the yard/external communication or stored on the vehicle.

The system that is described has a planner that replans as the maneuveris being executed to account for moving obstacles. The system uses aLADAR, stereo camera, optical flow, RADAR, or other type of rangingsensor to create the map. These sensor/sensors are mounted on thetractor, the trailer, the yard, or a combination of these locations.

Light Detection and Ranging (LADAR) refers to a surveying method thatmeasures distance to a target by illuminating the target with laserlight and measuring the reflected light with a sensor.

A stereo camera is a type of camera with two or more lenses with aseparate image sensor or film frame for each lens. This allows thecamera to simulate human binocular vision, and therefore gives it theability to capture three-dimensional images, a process known as stereophotography.

Optical flow refers to the pattern of apparent motion of objects,surfaces, and edges in a visual scene caused by the relative motionbetween an observer and a scene. Optical flow can also be defined as thedistribution of apparent velocities of movement of brightness pattern inan image.

Radio Detection and Ranging (RADAR) refers to a detection system thatuses radio waves to determine the range, angle, or velocity of objects.It can be used to detect aircraft, ships, spacecraft, guided missiles,motor vehicles, weather formations, and terrain.

FIG. 1 shows that a truck needs to be loaded/unloaded at a certain bayat a warehouse. The operator selects the desired bay on the display. Thesystem computes a safe trajectory, including turns, and backups, thatmaneuvers the truck from its initial pose to its final pose. A pose isthe position of the vehicle including translation, orientation, andtrailer hitch angle.

FIG. 2 shows the system providing driving instructions to the driver.These instructions help the driver position the truck at the correctpose at the selected bay. They include turn and speed commands.Different methods could be used such as lights on the steering wheelthat indicate which way to steer and by how much. They could be iconsthat represent a ground guide giving turn commands, speed commands, anddistance remaining commands.

FIG. 3 shows a display of the planner in which the output of atrajectory planner for six different obstacle sets are shown. The areais shown as an orange and yellow checkered pattern. Obstacles are theblue cones. The resulting trajectory is the grayish squiggle. In eachcase, the vehicle starts in the center of the map facing to the top ofthe map and has to maneuver to a point at the left of the map facingdownward. For different sets of obstacles, different maneuvers arecomputed.

1.-15. (canceled)
 16. A vehicle comprising: one or more sensorsconfigured to detect features in an environment surrounding the vehicle;a drive-by-wire kit configured to control steering, gear selection,acceleration, and braking of the vehicle; a user interface forcommunicating with an operator of the vehicle; and a controlleroperatively coupled to the one or more sensors, the drive-by-wire kit,and the user interface, wherein the controller is operable to executestored instructions to: receive, via the user interface, a selection bythe operator of a position for the vehicle in a map of one or moredocking or parking areas in the environment, the position correspondingto one of the one or more docking or parking areas; plan, based at leastin part on kinematics of the vehicle, a route from a current location ofthe vehicle to the selected position; and control, via the drive-by-wirekit, the steering, the gear selection, the acceleration, the braking, orany combination of the foregoing to move the vehicle along the plannedroute.
 17. The vehicle of claim 16, wherein the controller is furtheroperable to execute stored instructions to generate, based at least inpart on data obtained by the one or more sensors, the map of the one ormore docking or parking areas in the environment.
 18. The vehicle ofclaim 17, wherein the map comprises a point cloud or 3D model of theenvironment.
 19. The vehicle of claim 16, wherein the controller isfurther operable to execute stored instructions to receive, prior toreceiving the selection by the operator via the user interface, apreviously determined map of the one or more docking or parking areas inthe environment.
 20. The vehicle of claim 16, wherein the controller isfurther operable to execute stored instructions to plan the route by:(i) determining a center of the docking or parking area corresponding tothe selected position; (ii) determining a direction perpendicular to thedocking or parking area corresponding to the selected position; or both(i) and (ii).
 21. The vehicle of claim 16, wherein vehicle is a tractorwith attached trailer, and the selected position comprises a locationand pose for the trailer.
 22. The vehicle of claim 21, wherein: thedocking or parking area corresponding to the selected position comprisesa dock or bay; and the controller is further operable to execute storedinstructions to control to move the vehicle along the planned route bystopping, via the drive-by-wire kit, the vehicle when the one or moresensors indicates that (a) the trailer has reached a predetermineddistance from the dock or bay or (b) the trailer has contacted a portionof the dock or bay.
 23. The vehicle of claim 21, wherein the selectionby the operator comprises a pose perpendicular to a feature in the mapor a pose parallel to another feature that aligns with a front or backof the trailer.
 24. The vehicle of claim 16, further comprising: one ormore localization sensors configured to determine a location of thevehicle within the environment, wherein the controller is furtheroperable to execute stored instructions to plan the route based at leastin part on kinematics of the vehicle and location data from the one ormore localization sensors.
 25. The vehicle of claim 24, wherein the oneor more localization sensors comprises a global positioning system, alocalization beacon, visual odometry, light detection and rangingodometry, or wheel odometry.
 26. The vehicle of claim 16, wherein theone or more sensors comprises a light detection and ranging system, aradio detection and ranging system, a stereo camera, or an optical flowsensor.
 27. The vehicle of claim 16, wherein the controller is furtheroperable to execute stored instructions to plan the route using adynamic programming/A* algorithm, a rapidly exploring random treealgorithm, or a genetic algorithm.
 28. The vehicle of claim 16, wherein:the controller is further operable to execute stored instructions toidentify, based at least in part on data obtained by the one or moresensors, at least one of the one or more docking or parking areas in theenvironment; and the user interface indicates the identified docking orparking areas.
 29. The vehicle of claim 16, wherein: the controller isfurther operable to execute stored instructions to identify, based atleast in part on data obtained by the one or more sensors, one or moreobstacles in the environment; and the route is planned based at least inpart on the kinematics of the vehicle and the identified one or moreobstacles.
 30. The vehicle of claim 16, wherein, in moving the vehiclealong the planned route: the controller controls, via the drive-by-wirekit, at least one of the steering, the gear selection, the acceleration,and the braking; and the operator controls, via the drive-by-wire kit, aremaining of the steering, the gear selection, the acceleration, and thebraking.
 31. The vehicle of claim 30, wherein the operator controls theacceleration and the braking, and the controller controls the steeringand the gear selection.
 32. The vehicle of claim 30, wherein thecontroller is further operable to execute stored instructions to provideone or more visual aids to the operator indicative of control to beperformed by the operator to move the vehicle along the planned route,the one or more visual aids comprising an avatar that employs handground signals, direction signals, speed signals, distance signals, orany combination of the foregoing.
 33. A vehicle comprising: one or moresensors configured to detect features in an environment surrounding thevehicle; a user interface; and a controller operatively coupled to theone or more sensors and the user interface, wherein the controller isoperable to execute stored instructions to: receive, via the userinterface, a selection by the operator of a position for the vehicle ina map of one or more docking or parking areas in the environment, theposition corresponding to one of the one or more docking or parkingareas; plan, based at least in part on kinematics of the vehicle, aroute from a current location of the vehicle to the selected position;and provide one or more user aids to the operator indicative of controlto be performed by the operator to move the vehicle along the plannedroute.
 34. The vehicle of claim 33, wherein the controller is furtheroperable to execute stored instructions to generate, based at least inpart on data obtained by the one or more sensors, the map of the one ormore docking or parking areas in the environment, the map comprising apoint cloud or 3D model of the environment.
 35. A system comprising: auser interface for communicating with an operator of a vehicle; and acontroller configured to be operatively coupled to one or more sensors,a drive-by-wire kit of the vehicle, and the user interface, wherein thecontroller is operable to execute stored instructions to: receive, viathe user interface, a selection by the operator of a position for thevehicle in a map of one or more docking or parking areas in anenvironment surrounding the vehicle, the position corresponding to oneof the one or more docking or parking areas; plan a route from a currentlocation of the vehicle to the selected position based at least in parton kinematics of the vehicle; and control, via the drive-by-wire kit,steering, gear selection, acceleration, braking, or any combination ofthe foregoing to move the vehicle along the planned route.